Cityrail Train Driver

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A new campaign is underway to recruit more women to become train drivers, with the New South Wales Government saying there is no reason it should be a male-dominated field.There are 1,200 train drivers employed in NSW and just 6 per cent are female.Transport Minister Andrew Constance said that had to change.' The days of shovelling coal on steam trains is long gone, this is a job for everyone,' Mr Constance said.'

We are challenging more women to seriously consider a career as one of our train drivers or as a guard.' Mary-Jean Savage is the only woman qualified to teach new drivers, and spent her shift today instructing two male trainees.' Any woman can do this job, we can do it just like the men can,' she said.Ms Savage moved to Australia from New Zealand after working as a paramedic with the NZ army, where she was deployed to the Middle East during the Gulf War.' I got the job as a train driver by accident - I was at the wrong interview,' she said, laughing.' I thought I was going for an interview for a nursing job at RPA, but my sister gave me the wrong address.' Ms Savage said she had no regrets, and had worked with Sydney Trains for 18 years.'

Cityrail Train Driver Download

The job is great because you get the best seat in the house - you see Sydney from so many different spots,' she said.The Transport Minister said the department was keen to train more female drivers as extra services came onto the network.' We've got so much investment happening - brand new trains being invested in from new Waratah trains on the Sydney network, to the new intercity fleet,' Mr Constance said.' There are career opportunities around those new train purchases and we'd like to see women getting on board.' Topics:,First postedFebruary 24, 2017 14:14:53.

This article needs additional citations for. Unsourced material may be challenged and removed.Find sources: – ( December 2012) Glenbrook rail accidentDetailsDate2 December 19998:22 amLocationCountryAustraliaLineOperator,Incident typeCollisionCauseSignal failure and driver-signalman miscommunicationStatisticsTrains2Deaths7Injuries51The Glenbrook rail accident occurred on 2 December 1999 at 8:22 am on a curve east of on the network between and, in the Blue Mountains of, Australia. Seven passengers were killed and 51 passengers were taken to hospital with injuries when a CityRail electric interurban train collided with the rear wagon of the long-haul Perth-to-Sydney. Contents.Overview The train was authorised to pass a red signal at Glenbrook and stopped at the next signal, also red. The driver alighted to use the lineside signal telephone to call the signaller for authority to pass the signal at danger; as a component of the phone was missing, he incorrectly believed it to be defective. A delay of approximately seven minutes resulted despite the locomotive having a radio (at that time it was not procedure for the to use radio to contact signal boxes).The interurban train restarted with authority after stopping at the red signal at Glenbrook and collided shortly after with the rear of the Indian Pacific train waiting at the second failed signal. A number of factors were involved, from equipment breakdown to poor phrasing of the safeworking rules: the most important was that the interurban picked up too much speed and the driver was not able to see the rear of the Indian Pacific around a sharp curve in a deep in time to avoid a collision.Visibility The track was curved to the left, the train was using the left-hand track, the driver was sitting on the left side of the train, and the track was in a narrow rock cutting.

These four factors contributed to less than average visibility.Inquiry A headed by Justice investigated the accident. Causes The Commission found that the accident occurred after a power failure disabled two consecutive automatic signals: due to their design, both exhibited danger (red).Both trains obtained permission from the signalman at Penrith to pass the first signal at danger. The driver of the Indian Pacific obeyed the rule requiring him to proceed with 'extreme caution', but the driver of the interurban train failed to do so and caught up with the Indian Pacific.The Commission found fault with a number of procedures, their application by railway employees, and the training those employees had received.

Among other factors, it found that:. the signalman was unable to monitor the position of the Indian Pacific, so was unaware it had not cleared the second signal;. safety-critical communication was too informal;. the train controller in Sydney told the driver of the interurban train by radio, 'it's only an auto. Just trip past', thereby potentially misleading the driver into believing that the signal section was clear; the signalman in Penrith was not aware of this exchange;.

the driver of the interurban train failed to proceed with 'extreme caution', as required by the rule, and so was unable to stop in time to avoid the collision. training for passing signals at danger was deficient, as was the rule, safeworking unit 245.Effects The seven people who died were in the front compartment of the first carriage of the interurban train. The rear carriage of the Indian Pacific was a car transport wagon that did not convey passengers, and, in absorbing the brunt of the collision, was arguably the reason there were not any fatalities on board the Indian Pacific. The impact of the collision was such that the front six metres of the interurban car were compressed into just one metre, while also causing the first six carriages of the Indian Pacific to separate from the rest of the train. When the driver of the CityRail train saw the stationary Indian Pacific, he ran from the driver's compartment (the was automatically activated) to the lower deck of the double-decker carriage warning the passengers to brace themselves. He was badly injured, but survived because of this.

As he ran through, a man from the front compartment ran to the upper deck to warn the passengers and thereby also survived the crash.A third train, bound for Lithgow, only narrowly avoided colliding with the wreckage when signallers managed to warn the driver to stop just 60 seconds before it reached the crash site. The interurban train The train was a standard four-car, labelled V21. The first carriage, DIM8067, received critical damage to its front and lower compartments, but it was repaired. To avoid any reference and insensitivity to the victims, it was re-numbered DIM8020 and remained in service until it was withdrawn in 2003 following many problems. See also., 1950. Tripped past red signal according to rules, similar to Glenbrook.References.